Railway signaling



\NITNESSES m/ww /w 1'. V. YUUNG, DEC'D.

l. A YOUNG. ADMINISTRATRIX- RAlLWAY SIGNALING. APPLICATION FILED APR. 4,1918.

Patented Jan. 13, 1920.

2 SHEETS--SHEEI I.

i N N QNINJENTOR J. v. YOUNG, Um.

I. A. YOUNG, ADMINISTRATIIIX.

RAILWAY SIGNALING.

APPLICATION FILED APR. 4, I918.

Patented Jan. 13, 1920.

2 SHEETS-SHEET 2.

INVENTOR UNlTEE STATES JOHN V. YOUNG, 9F READING, MASSACHUSETTS; IDA A. YOUNG, ADMINISTRATBJIX OF arn sic.

SAID JOHN V. YDUNG, DECEASED, ASSIGNGB TO THE UNION SWITCH &, SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATIQN OF PENNSYLVANIA.

B-AILVTAY SIGNALING.

incense.

Specification of Letters latent.

Patented J an. 13, 1920.

Application filed April 4, 1918. Serial No. 226,565.

To all whom it may concern:

Be it known that 1, JOHN V. YOUNG, a citizen of the United States, residing at Reading, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

li ly invention relates to railway signaling, and is applicable to signaling of any type including both automatic block signaling and interlocking.

When automatic block signals are used and are governed by the standard code of rules, any train approaching a block slg'nal indicating stop is required to come to a full stop and may then proceed under cer tain restrictions. ing grade, or on a slight ascending grade, this rule is not found to be very trouble some, and it does just what it is" intended to do, that is, it keeps trains safe distances apart. I have found in practice, however, that on heavy ascending grades,'the stopping of a train loaded up to the tonnage which the locomotive or locomotives could haul up the grade without stopping, makes.

it very diflicult to start again. Such stop-- page frequently results in long delays and at times draw bars are pulled out, or other damage is done to the train while attempting to get it under way.

The same thing is true in the case of an interlocking signal on heavy ascending grade, except that the rules require train, approaching such a signal indicating stop, to come to full stop, and remain at a standstill until the signal changes to :1 proceed indication.

My invention aims to provide an auinliary or tonnage signal in connection w th the usual block signals or interlocking signals, which tonnage signal is so controlled hat it may give a proceed with caution indication upon the laps of a certain time interval after atrain has passed the signal.

I will describe several forms and arrangements of apparatus embodying my invention, and will then point out the novel features thereof in claims.

device which may be employed in my in- On level track, a desceud- I vention and adapted for use in connection with the systems shown in the succeeding views. Fig. 2 is a diagrammatic view showing one form of apparatus embodying my invention and including a tonnage signal used in connection with an automatic block signal. Fig. 2 is a fragmental view showing part of the apparatus shown in Fig. 2 in a different position. Figs. 3 and 4; are views similar to Fig. 2, and also embodying my invention, but showing modifications of the controlling apparatus'for the tonnage signal. Fig. 5 is a diagrammatic viewshowing an interlocking signal, and a tonnage signal in connection therewith controlled'by means embodying my invention. Figs. 6 and '4' are views similar to Fig. 5, but showing modifications thereof and embodying my invention. Fig. 8 is a diagrammatic view showing still another form of apparatus embodying my invention, the tonnage signal being here shown associated with an automatic block signal.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 2, the reference character 3 designates the track rails of a railway, which rails are divided by insulated joints 2 to form a track section or block section A-B. This track section is provided with a track circuit comprising as usual the track rails of the section, a track battery Z), and a track relay R. Tra'liic through section A-B is governed by a block signal S, which signal is controlled in the usual manner by track relay B, so that this signal indicates stop when the relay is deenergized, and proceed when the relay is energized. The circuit for this signal, as here shown, is from a battery 16, through contact 17 of relay R, wire 18, mechanism of signal S, wire 19, contact 20 of relay R, and wire 21 to battery 16.

Mounted on the post carrying signal S is a second signal T, which is the signal I have hereinbefore referred to as the tonnage signal. This tonnage signal normally occupies the horizontal position, as shown in the drawing, but may at times be moved to an inclined position wherein it indicates proceed with caution. The tonnage signal T is controlled by a slow-acting device D. This device Dis similar to the device which is illustrated more in detail in Fig. 1, and which T will explain by re-- ferring to the latter View.

Referring now to Fig. l, the slow-acting device D in the form here shown comprises two vertically disposed parallel rods l and 4 connected at the top and bottom by weights 5 and 5 respectively, which rods and weights are suitably mounted to reciprocate in a vertical direction. As here shown, each rod and P is in the form of a rack, although for certain forms of my invention the rod l need not be provided with teeth. T will hereinafter refer to the vertical rods and the weights 5 and 5 collectively as the member 22. This member is, of course, biased by gravity to a lower position, in which position a lrnob of insulation on the weight 5 closes a contact l i. This member 22 may be raised by a suitable means to such a position that a similar knob on the weight 5 closes a contact 14-, during which movement contact l l opens as soon as the member leaves its lowest position, it being understood that both contacts 14 and ll are biased to the open position. The raising of the member may be accomplished mechanically, or, as shown in Fig. l, by means of electric motor 12, having a spur gear meshing with the teeth of rack a. The rack 45 meshes with a gear wheel 6, which is rigidly attached to a shaft 13. also fixed to this shaft is a ratchet wheel 8, which coacts with a pawl 9 pivotally mounted on an escapement wheel 7, which latter wheel is mounted to rotate freely on the shaft 13. The pav-Jl 9 is biased toward the ratchet wheel 8 by a spring, as shown, so that it permits this wheel to rotate in counter-clockwise direction without cau ing the escapement wheel '2' to turn. Cenoting with the escapement wheel '2' is an escapement pallet 10 to which a pendulum 11 is attached, and which pendulum controls the rate of oscillation of the pallet 10.

The operation of the slow-acting device shown in Fig. 1 is as follows:

With the parts in the positions shown in F 1, member 22 is at its lowest position, so that contact I l; is closed and contact 145 is open. If now motor 12 is energized, it will raise the member 22 to its highest position wherein contact 1% is opened and contact becomes closed. This movement of member 22 is not impeded by the escapement device, because the direction of rotation of the ratchet wheel 13 is then such that the escapement wheel 7 is not rotated. long as the motor 12 remains energized, the member 22 is held in its elevated or initial position, but as soon as this motor becomes deenergized, member 22 begins to move down wardly, due to the action of gravity. This movement is retarded by the escapement device, bccause the direction of rotation of the ratchet wheel 8 is then such that this wheel coacts with the pawl 9 to cause the escapement wheel 7 to rotate. It follows then that a definite and predetermined interval of time elapses between the time that motor 12 is denergized and. the time that contact 14: becomes closed.

I will hereinafter refer to the elevated position of the member 22 as the initial condition of the slow-acting device, and the lowest position of this member as the oprated condition of the device.

Referring again to Fig. 2, the device D, as here shown, is the same as that shown in Fig. 1, except that the motor 12 is eliminated and the member 22 is raised by a mechanical connection 15 operated by the blade of signal S. That is, when the signal S is in the proceed position member 22 is held in the elevated position by the connection 15, so that the device D is in its initial condition, but when the signal S moves to its stop position, the connection 15 releases the member 22, as illustrated in the view 2", so that this member then begins its down ward movement to close contact 14. Inasmuch as the teeth on rod 4 are not needed in this form of invention they are omitted fron'i the drawing.

The tonnage signal T is controlled by contact 14 of the slow-acting device D, the circuit being from battery 16, through wire 23, contact 14:, wire operating mechanism of signal T, and wires 25 and 21 to battery 16. It will be seen, therefore, that the tonnage signal can be operated only when contact M is closed, that is, only after a predetermined time interval following the movement of signal S to the stop position.

The operation of the system shown in Fig. 2 is as follows:

l fhen the track section AB is unoccupied, signal S indicates proceed. The slow-acting device D is then held in its initial condition whereby the circuit for the tonnage signal T is open at contact 14, so that this signal is in the horizontal position. If now a train enters track section AB, it opens relay B so that signal S Q. ediately moves to the stop positioh.

This movement of signal S releases the slow-acting device D, as shown in Fig. 2*, so that after the lapse of the predetermined time interval required for the operation of device D, contact it closes, whereupon the tennage signal T is operated to an inclined position, indicating to a following train that it may enter and proceed through the section A-B with caution.

Referring now to Fig. 3, the apparatus here shown is the same as that shown in in so far as the control of the block signal S by track relay R is concerned, except that the circuit for this signal includes contact ll of the slow-acting device D, so

that signal S cannot indicate proceed unalso by a contact \signal S moves to the stop less the device D is in its initial condition. By including contact 14- in the circuit for the signal, the signal act-s as a check on the condition of the slow-acting device. The wire 18 is in this view divided into two wires 18 and 18*, because of the inclusion of the contact 14 in the signal circuit, but in other respects the circuit for the signal S is substantially the same as the circuit for the corresponding signal in Fig. 1.

The slow-acting device D in this instance is the same as the one shown in Fig. 1, including the motor 12 and the teeth on rod 4. This motor 12 's controlled by track relay R in such manner that the motor is energized when the relay is energized, and deenergized when the relay is deenergized, the circuit for the motor being from battery 16, through wire 26, contact 27 of relay R, wire 28, motor 12 and wire 29 to battery 16. It follows then that the slow-acting de ice is in its initial condition while the track section A-B is unoccupied, and that this device is set into operation as soon as a train enters such track section. The tonnage signal in this case is controlled by the contact 14 of slow-acting device D, and 30* which'is operated by signal S and is closed only when this sig nal indicates stop. The circuit for the tonnage signal T is from battery 16, through wire 31, contact 30, wire 23, contact 14, wire 24, operating mechanism of signal T, and wires 25 and 29 to battery 16.

The operation of the system shown in Fig. 3, is as follows:

When the track section AB is unoccupied, relay R is energized so that slow-actdevice D is in its initial condition and the block signal S indicates proceed. The tonnage signal tion, because its circuit is opened at contacts 14 and 30. if new a train enters track section A-B, it opens relay R, whereupon position and motor 12'becomes deenergized, so that the slow-acting device D is set into operation. After the predetermined interval of time contact 14 closes, whereupon if signal S has moved to the stop position, so that contact 30 is closed, the tonnage signal will be moved to an inclined position to indicate to a following train that it may enter and pass through track section A-B with caution. Y

It will be noted that the contact 30 serves as a check on the position of signal S in that this contact prevents the operation of the tonnage signal T to proceed position unless signal S has first moved to the stop position.

So far as concerns the apparatus shown in Figs. 2 and 3, it is evident that a slowmoving train might consume as much time T is in the horizontal posi or more in entering the track section A-B as the time interval for which the slow-acting device D is set, so that nal might be operated to proceed position either before such train has entirely entered the section or after it has entered it but a short distance. The result would then be that a fast moving train following the slow-moving train might enter track section A-B immediately after the slow-moving train had entered this section. When it is desired to avoid this condition, apparatus such as that shown in Fig. 4 may be employed. In this view I have illustrated means for preventing the release of the slow-acting device until the entire train has entered the track section AB. For this purpose I provide a preliminary track section PA, located directly in the rear of the main. section A-B, which preliminary section is provided with a track circuit including a track battery I) and track relay R The block signal S is controlled by relay R and by contact 14 ofthe slow-acting device D in the same manner as in Fig. 3. he tonnage signal T is likewise controlled by contact 14'of the slow-acting device D, the circuit being from battery 16, through wire 23, wire 23*, contact 14, wire 24, operating mechanismof signal T, and wires 25 and 21 to battery 16. The motor 12 of the slow-acting device D is in this instance controlled by a stick relay X and also at times by track relay R The stick relay X is provided with a pick-up circuit which is from battery 16, through wires 23 and 32, back contact 33 of relay R winding of re lay X, wires 34 and 21 to battery 16. The stick relay X is also provided with a holding circuit which is from battery 16, through wire 35, contact 30, wire 36, contact 37 of relay X, wire 38, winding of relay X, and wires 34 and 21 to battery 16. It will be seen that the pick-up circuit is closed only when relay R is deenergized, and that the holding circuit is closed only when relay X is energized and contact 30 is closed (this condition of contact 30 requiring that signal S be in stop position). Motor 12 is energized when the stick relay X is deenergized, the circuit being from battery 16, through wire 23, wire 23*, back contact 39 of relay X, wire 40, motor 12, wires 41 and 21 to battery 16. This motor 12 is also energized when the stick relay X is energized, provided that relay B is deenergized, the circuit then being from battery 16, through wires 23 and 32, back contact 42 of relay R wire 43, front contact 39 of relay X, wire 40, motor 12, and wires 41 and 21 tobattery 16. Motor 12 is deenergized, however, when relays X and R are both energized. The operation of the apparatus shown in Fig. 4 is as follows:

When sections PA and A-B are unocthe tonnage sigcupied, signal S indicates proceed, and relay X is deenergized whereby motor 12 is energized, device D is in its initial condition, and tonnage signal T is in the horizontal position. When a train moving in the direction indicated by the arrow enters the preliminary section PA, relay R becomes deenergized, so that the pick-up circuit for relay X is closed whereupon this latter relay becomes energized. Motor 12 is now energized by virtue of the branch circuit through back contact l2 of track relay R As the train enters the main section AB, it deenergizes relay B so that signal S moves to the stop position, closing contact 30, whereupon the holding circuit for stick relay X becomes closed. When the rear of the train passes out of preliminary section P r, track relay R becomes energized, but relay X is now maintained in the energized condition, because its holding circuit is closed at contact 30, consequently, motor 12 becomes de'c'nergized and so releases the slowacting device D. After the predetermined interval of time required for the operation of the slow-acting device D, contact 14: closes, so that the tonnage signal T is then operated to the inclined position, indicating to a following train that it may proceed with caution into and through the main track section AB.

It will be seen that with the structure illustrated in Fig. 4, the tonnage signal T is not operated until a predetermined time interval after the rear end of the train has passed this signal.

Referring now to Fig. 5, I have here shown a main track E and a branch track F, trafiic into these two tracks from the pointA being governed by a switch Gr. Located adjacent the point A are two signals S and S which signals are controlled in such manner that signal S may be moved to the proceed position when the switch Gr is set for the main track E, and that signal S may be moved to the proceed position when the switch G is set for thebranch track F. The tonnage signal T is, in this case, controlled by contact 14 of a slow-acting device D and also by a contact ll operated by a manually operable lever L. The controlling circuit for the tonnage signal will be apparent from the drawing. Lever L is capable of a normal position wherein contact 44 is opened, and a reverse position wherein contact 424 is closed. When the lever L is in the normal position, it holds the slow-acting device D in its initial con dition and the tonnage signal is in horizontal position because both contacts liand 1e are open; but when the lever L is moved to its reverse position it releases the device D. Lever L is preferably interlocked with a means for controlling signals S and S in such manner that this lever can be moved to its reverse position only when both of the said signals indicate stop. The teeth on red l of device D being unnecessary in this instance, they are omitted from the drawing.

The operation 01 the apparatus shown in Fig. 5, is as follows:

Assuming that the operator desires to move the tonnage signal to its inclined position, he reverses lever L, thus closing contact and releasing the slow-acting device D. After the predetermined interval of time which is required for this device to complete its operation, contact 44: closes so that signal then moves to its inclined position.

lleiferring now to Fig. 6, the arrangement of tracks and signals shown herein is the same as that shown in Fig. 5. The signals S and S in this instance controlled by a lever D, which .lever operates a contact 45 in such manner that this contact is opened when the lever is in normal position and closed when the lever is in the reverse position. Signals S and S are selected by means of a Contact at; operatively connected with the switch G, which contact closes at this point the circuit "for signal S when the switch is set for the main track E, but which contact closes at this point the circuit for signal S when the switch is set for the branch track The circuits for these signals are also controlled by contact 14 of the slow-acting device. The circuit for these signals S and S is from battery 16, through contact a5, wire 47, contact 1 h, wire 4:8, contact %6, operating mechanism of signal S or S, wires 49 and 50 to battery 18. The motor 12 of the slow-acting device D is controlled by a contact 445 operated by a lc* U, which contact closes the motor circuit only when the lever is in the normal position. lnis motor circuit is from battery 16, through contact 4246 wire 51, motor 12 and wire 50 to battery 16. When the lever L is reverseu, contact 44 opens the motor circuit and closes the circuit for the tonnage signal T, this circuit being from battery 16, through contact 44!, wire 52, contact Ll, tonnage signal T, and wires 53 and 50 to battery 16.

The operation of the apparatus shown in Fig. 6, is as follows:

When both levers L lL are in normal position, as shown, signals S and S both indicate stop, and motor 12 is energized so that device D is in its initial condition and tonnage signal T is horizontal. lVhen it is desired to allow a train moving in the direction indicated by the arrow to pass the point A, the operator moves lever L to the reverse position, thereby causing signal S or S to move to the proceed position, depending upon the position of switch G. This movement of one of these signals will not occur unless the slow-acting device D is in its initial condition, because each signal circuit is controlled by contact 14 and after one of the said signals has been moved to its proceed position it willimmediately return to its stop position if the device D should be released. After the train has passed the point A, the operator returns lever L to its normal position, so that whichever of the signals S or S had been operated is returned to its stop position. It then the operator desires to operate the tonnage signal T, he reverses lever L, thus opening the circuit for motor 12 and closing the circuit for the tonnage signal at contact 44. After the predetermined interval of time required for the slow-acting device D to operate, contact 14 closes, so that the circuit for the tonnage signal is then com pleted and this signal moves to the inclined position. A subsequent movement of lever L to its normal position will, of course, open the circuit for the tonnage signal T and energize motor 12, thus returning the slowacting device to its initial condition.

Referring now to Fig. 7 the apparatus here shown is similar to that shown in Fig. 6, except that I have added means similar to that shown in Fig. 4 forpreventing the release of the slow-acting device D until the entire train has passed point A. This is accomplished by means of a preliminary track section P-A having a track relay R which controls an auxiliary or stick relay X. The pick-up circuit for this stick relay is con trolled by relay R and is from battery 16 through wires 54 and 55, relay X, back contact 33 of relay R wires 25 and 25 to battery 16. The holding circuit for this relay is controlled by a contact 57 operated by lever U, which contact is closed only when the lever is in the reverse position. This holding circuit is from battery 16, through wires 54 and 55, relay X, contact 37 of relay X, wire 56, contact 57 and wire 58 to bat tery 16. The control of the motor 12 by relays X and R is the same as that shown in Fig. 4, while the control of signals S and S by lever L is the same as that shown Fig. 6.

The operation of the apparatus shown in Fig. 7 is as follows:

When a train moving in the direction indicated by the arrow enters the preliminary track section P-A, it closes the pick-up circuit for relay X. When the entire train has passedpoint A, relay R becomes energized, whereupon if lever L is in the reverse position relay X remains energized so that motor 12 becomes denergized. Then after the interval of time required for the operation of the slow-acting device D, the tonnage signal T is operated to its inclined osition, so that it indicates to a following train that the lattermay pass the point A and enter track E or F under caution.

Referring now to Fig. 8, the arrangement of track and signals here shown is the same as that shown in Fig. 4. Signal S is controlled by track relay R and by contact 14 in the same manner as in Fig. 4, and the pick-up circuit for the stick relay X is the same as that shown in Fig. 4. The holding circuit for this relay is,however, governed by a contact 59.0perated by a lever L and closed only when the lever is in the reverse position. This holding circuit is from battery 16, through contact 59, contact 30, wire 36, contact 37 wire 38, relay X, and wires 34 and 21 to battery i6. The tonnage signal T is directly controll d by a contact 44 operated by a lever L, which contact is closed only when the lever is reversed. The circuit for the tonnage signal is from battery 16, through wire 60, contact 44, wire 61, contact, 14, wire 62, operating mechanism of signal T, and wires 63 and 21 to battery 16.

The operation of the system shown in Fig. 8, is as follows; I

When a train moving in the direction indicated by the arrow enters preliminary sec tion PA, it deenergizes relay R and so causes relay X to become energized. If the operator desires the tonnage signal T to be operated after this train has passed point A, he reverses levers L and L When the entire train has passed the point A, relay R becomes energized, but relay X remains energized due to the fact that its holding circuit is closed at contacts 59 and 30, con-' and 44. After this tonnage signal has sub-.

sequently been accepted by a following train, the operator may return it to the horizontal position by moving the levers L and L to normal positions. Or if he so desires, he may return the tonnage signal to the horizontal position by merely moving lever L' to the normal position, leaving lever L in the reverse position, and so holding relay X in the energized condition. As soon as signal S moves to the proceed position, relay X, of course, becomes denergized. by virtue of contact 30, irrespective of the position of lever L Although I have herein shown and described only certain forms and arrangements of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims'without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

acting device set into operation when said signal changes from a proceed to the stop indication, and a tonnage signal located adjacent said block signal and controlled by said slw-acting device.

2. In combination, a block signal, a slowacting device set into operation when said signal changes from a proceed to the stop indication, a tonnage signal located adjacent said block signal and normally indicating stop, and means controlled by said slow-acting device for causing said tonnage signal to indicate proceed with caution after said device completes its operation.

3. In combination, a block signal governing traflic over a given stretch of track, a tonnage signal governing traiiio over the same stretch of track, a slow-acting device set into operation when said block signal changes from aproceed indication to the stop indication, and means for causing said tonnage signal to indicate proceed with caution after said device has completed its operation.

l. In combinatioma block signal governing trafic over a given stretch of track, a tonnage signal governing traific over the same stretch of track, a slow-acting device set into operation when a train enters said stretch of track, and means for causing said tonnage signal to indicate proceed with caution after said device has completed its operation.

5. In combination, a block signal, a slowacting device set into operation when said signal changes from a proceed indication to the stop indication, a tonnage signal. controlled by said slow-acting device, means controlled by said device for preventing said block signal from indicating proceed unless said device is in its initial condition, and means controlled by said block signal torpreventing said tonnage signal from indicating proceed unless said block signal indicates stop. 1 p 6. In combination, a block signal, a slowacting device set into operation when said signal changes from a proceed indication to the stop indication, a tonnage signal controlled by said slow-acting device, and means controlled by said slow-acting device for preventing said blocksignal from indicating proceed unless said device is in its initial condition.

7. In combination, a block si nal, a slow acting device set into operation when said signal changes from a proceed indication.

to the stop indication, a tonnage signal controlled'by said slow-acting device, and means controlled by said block signal for preventing said tonnage signal from indicating proceed unless said block signal indicates stop.

8. In combination, a section of railway track, a block signal for said section, a slowacting device, train-controlled means for setting said signal at stop when a train enters said section and for setting said slowacting device into operation when the en: tire trains has passed into said section, and a tonnage signal controlled by said slowacting device.

9. In combination, a main track section, a block signal governing traflic through said section, train-controlled means'for placing said signal at stop when a train enters said section, a preliminary track section in the rear of said main section, a slow-acting device, means associated with said sections for setting said device into operation when a train has "passed through said preliminary section and has entirely passed out thereof into said main section, and a tonnage signal controlled by said slow-acting device.

10. In combination, a main track section, a preliminary section in the rear thereof, a

track circuit for the preliminary section in eluding a track relay, a stick relay, a pickup circuit for said stick relay closed when said track relay is denergized, a holding circuit for said stick relay closed when the stick relay itself is energized and the main section is occupied by a train, a slow-acting device, means for retaining said device in initial condition while said stick relay is deenergized, or while said stick relay is en.- ergized and said track relay is denergized, and for releasing said slow-acting device when said stick relay and said track relay are both energized, and a tonnage signal for said main track section controlled by said slow-acting device.

11. In combination, a main track section, a preliminary track section in the rear thereof, a slow-acting device, train controlled means for retaining said device in initial condition when a train occupies said preliminary section and for releasing said de vice when a train has passed over the preliminary section and has passed entirely out thereof into the main section, and a tonnage signal for the main section controlled by said slow-acting device.

12. In combination, a slow-acting device, a lever for setting said slovv-acting device into operation, and a tonnage signal controlled by said slovv-acting device.

13. In combination, a lever havinga normal and a reverse position, a slow-acting device, means controlled by said lever when in the normal position for holding said device in initial condition and for releasing said device when in the reverse position, and means for causing said signal to indicate proceed with caution when said lever is in reverse position and said slow-acting device has completed its operation.

14. In combination, a lever having a n0rmal and a reverse position, a slow-acting device, a circuit controlled by said lever and adapted when energized to hold said device in initial condition, said circuit being closed when the lever is normal and opened when the lever is reverse, a tonnage signal, and a circuit for operating said signal which circuit is closed only when the lever is in reverse position and the device has completed its operation.

15. In combination, a main signal, a slowacting device having an initial condition and an operated position, means for holding said slow-acting device in initial condition and for releasing said device, a tonnage signal, means for operating said tonnage signal when said device has reached its operated condition, and means controlled by said device for preventing said main signal from. indicating proceed unless said device is in its initial condition.

16. In combination, a main tracl; section,

areliminar section in the rear thereof a lever having a normal and a reverse position, a track circuit for the preliminary section including a track relay, a stick relay, a pickup circuit for said stick relay closed when said track relay is deenergized, a holding circuit for said stick relay closed when the stick relay itself is energized and said lever is in reverse position, a slow-acting device, means for retaining said device in initial condition while said stick relay is deenergized, or while said stick relay is energized and said track relay is de'elnern'ized, and for releasing said slow-acting device when said stick relay and said track relay are both energized, and a tonnage signal for said main track section controlled by said slow-acting device.

17. In combination, a main track section, a preliminary track section in the rear there of, a lever having a normal and a reverse position, a slow-acting device, train controlled means for retaining said device in initial condition when a train occupies said preliminary section and for releasing said device when said lever is in reverse position and a train has passed over the preliminary section and has passed entirely out thereof into the main section, and a tonnage signal for the main section controlled by said slow-acting device.

18. In combination, a main tracksection and a preliminary section in the rear thereoi, two levers, a slow-acting device, means for retaining said device in initial condition when a train occupies said preliminary section and for releasing said device When said train has passed entirely out of the preliminary section if the first lever is reversed, a tonnage signal for said main track section, and means for operating said signal only when the second lever is reversed and the slow-acting device has completed its operation.

In testimony whereof I afiix my signature in presence of two witnesses.

JOHN V. YOUNG.

Witnesses:

HENRY WV. NORTON, HENRY R. POWARS. 

